Method and system for reductant injector degradation

ABSTRACT

Various systems and methods for detecting exhaust reductant injector degradation based on an exhaust NO x  sensor are disclosed. In one example, degradation of the reductant injector is indicated when an actual NO x  sensor output differs from an expected NO x  sensor output by more than a threshold amount under engine off conditions.

TECHNICAL FIELD

The present application relates to methods for diagnosing a reductant injector coupled to an exhaust gas treatment system of an internal combustion engine.

BACKGROUND AND SUMMARY

Vehicle systems may include an engine with an exhaust gas treatment system coupled in an exhaust passage in order to control regulated emissions. In some examples, the exhaust gas treatment system may include a selective catalytic reduction (SCR) system in which a reductant, such as urea or ammonia, is added to the exhaust stream upstream of a reduction catalyst such that NO_(x) may be reduced by the catalyst. In such an example, the reductant (e.g., urea) may be delivered to the exhaust passage via a reductant injector fluidically coupled to the exhaust passage. Reductant injectors are, however, prone to leakage. In addition, due to poor reductant dosing control, reductant (e.g., ammonia) may be systematically over-injected, leading to formation of deposits in the exhaust passage and the injector nozzle.

One approach for reducing deposition of ammonia in urea or ammonia injection systems is shown by Yacoub et al. in US 20120090296. Therein, a concentration of NO_(x) and ammonia in the vehicle exhaust system, downstream of the reductant injector, is estimated or modelled. In response to the detected ammonia level being higher than a desired ammonia level, ammonia deposition is determined and addressed by heating the exhaust system to purge the deposited ammonia. For example, exhaust gases are heated via spark timing retard and increased engine throttling.

However, the inventors herein have identified potential issues with such an approach. While the engine heating approach of Yacoub et al. addresses ammonia deposition during engine operation, ammonia deposits may linger and continue to release ammonia long after the vehicle has been turned off. Specifically, based on the severity of injector leakage, as well as the degree of dosing error, ammonia deposits may continue to form even after an engine has been shutdown to rest and the vehicle has been turned off. The continued presence of ammonia deposits releases ammonia vapors from the deposits via natural sublimation. These vapors can plug the reduction catalyst, lowering the catalyst's efficiency during subsequent engine operation. In addition, exhaust emissions may be degraded.

In one example, some of the above issues may be addressed by a method of identifying reductant injector leakage. The method comprises, indicating degradation of an exhaust reductant injector based on an output of an exhaust NO_(x) sensor following engine shutdown to rest. In this way, reductant injector health can be correlated with the lingering presence of ammonia deposits after a vehicle engine has been turned off

For example, an engine system may be configured with an SCR catalyst in the exhaust passage and a urea injector positioned upstream of the SCR catalyst. A feedgas NO_(x) sensor may be coupled to the exhaust passage upstream of the SCR catalyst and downstream of the urea injector. Optionally, an additional tailpipe NOx sensor may be coupled to the exhaust passage, downstream of the SCR catalyst. During an engine shutdown to rest, a controller may estimate an amount of unreacted ammonia that remains in the exhaust system, for example in an exhaust passage puddle, and/or stored in the SCR catalyst. Further based on ambient temperature conditions and exhaust temperature conditions, the controller may determine an ammonia profile expected in the exhaust passage (between the reductant injector and the SCR catalyst) including ammonia levels expected over a duration since the engine shutdown. The controller may then use the feedgas exhaust NO_(x) sensor as an ammonia sensor during the engine shutdown to monitor exhaust ammonia levels in that region of the exhaust passage. If the detected ammonia profile matches the expected profile, no reductant injector issues may be flagged. However, if the profiles do not match, for example, if the estimated ammonia level is higher than the expected level, and/or if the elevated ammonia levels persist longer than expected, the presence of excess ammonia (e.g., larger ammonia deposits) may be confirmed, and injector degradation may be indicated.

In this way, the health of a reductant injection system can be better diagnosed. By using a feedgas exhaust NO_(x) sensor, injector leakage and reductant deposit issues that persist during engine shutdown can be detected and accordingly addressed. Specifically, the lingering presence of elevated ammonia levels in an exhaust passage (upstream of an exhaust catalyst and downstream of a reductant injector) after an engine shutdown can be correlated with the presence of urea injector leaks, and ammonia deposits in the exhaust passage. By using the feedgas exhaust NO_(x) sensor during engine-off conditions to detect reductant sublimated from exhaust passage reductant deposits, component reduction benefits are also achieved. Overall, exhaust emissions are improved.

It should be understood that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a schematic diagram of an engine including an exhaust system with an exhaust gas treatment system.

FIG. 2 shows urea deposit formation in an exhaust passage.

FIG. 3 shows a flow chart illustrating a routine for diagnosing a reductant injection system based on exhaust NO_(x) levels after an engine shutdown to rest.

FIG. 4 shows a flow chart illustrating a routine for adjusting reductant dosing control during an engine restart responsive to an indication of injector leakage.

FIG. 5 shows a flow chart illustrating a routine for diagnosing a NO_(x) sensor based on exhaust NO_(x) levels after an engine shutdown to rest.

FIG. 6 shows a graph illustrating an example of urea injector degradation detection or an example of NO_(x) sensor degradation detection.

FIG. 7 shows a graph illustrating an example of feedgas exhaust NOx sensor degradation detection.

DETAILED DESCRIPTION

The following description relates to methods and systems for using an exhaust NO_(x) sensor output generated after an engine shutdown to rest to diagnose exhaust after-treatment system components, such as those included in the engine system of FIG. 1. For example, the method allows for detection of urea deposits in the engine exhaust passage, as shown at FIG. 2. A controller may be configured to perform a control routine, such as the routine of FIG. 3, to identify reductant injector degradation based on the output profile of an exhaust NO_(x) sensor, estimated after the engine has spun to rest, in relation to an expected output profile based on engine conditions. The controller may then adjust reductant dosing control during a subsequent engine start based on an indication of injector leakage, as shown at FIG. 4. The controller may also be configured to perform a control routine, such as the routine of FIG. 5, to inject a known amount of reductant into the exhaust passage after the engine has spun to rest and identify NO_(x) sensor degradation based on estimated output profile of the exhaust NO_(x) sensor in relation to an expected output profile based on the injected reductant. Example diagnostic operations are shown at FIGS. 6-7. In this way, exhaust emissions are improved.

Referring now to FIG. 1, a schematic diagram showing one cylinder of a multi-cylinder engine 10, which may be included in a propulsion system of an automobile, is illustrated. The engine 10 may be controlled at least partially by a control system including a controller 12 and by input from a vehicle operator 132 via an input device 130. In this example, the input device 130 includes an accelerator pedal and a pedal position sensor 134 for generating a proportional pedal position signal PP. A combustion chamber (i.e., cylinder) 30 of the engine 10 may include combustion chamber walls 32 with a piston 36 positioned therein. The piston 36 may be coupled to a crankshaft 40 so that reciprocating motion of the piston is translated into rotational motion of the crankshaft. The crankshaft 40 may be coupled to at least one drive wheel of a vehicle via an intermediate transmission system. Further, a starter motor may be coupled to the crankshaft 40 via a flywheel to enable a starting operation of the engine 10.

The combustion chamber 30 may receive intake air from an intake manifold 44 via an intake passage 42 and may exhaust combustion gases via an exhaust passage 48. The intake manifold 44 and the exhaust passage 48 can selectively communicate with the combustion chamber 30 via respective intake valve 52 and exhaust valve 54. In some embodiments, the combustion chamber 30 may include two or more intake valves and/or two or more exhaust valves.

In the example depicted in FIG. 1, the intake valve 52 and exhaust valve 54 may be controlled by cam actuation via respective cam actuation systems 51 and 53. The cam actuation systems 51 and 53 may each include one or more cams and may utilize one or more of cam profile switching (CPS), variable cam timing (VCT), variable valve timing (VVT), and/or variable valve lift (VVL) systems that may be operated by the controller 12 to vary valve operation. The position of the intake valve 52 and the exhaust valve 54 may be determined by position sensors 55 and 57, respectively. In alternative embodiments, the intake valve 52 and/or exhaust valve 54 may be controlled by electric valve actuation. For example, the cylinder 30 may alternatively include an intake valve controlled via electric valve actuation and an exhaust valve controlled via cam actuation including CPS and/or VCT systems.

In some embodiments, each cylinder of the engine 10 may be configured with one or more fuel injectors for providing fuel thereto. As a non-limiting example, the cylinder 30 is shown including one fuel injector 66. The fuel injector 66 is shown coupled directly to the cylinder 30 for injecting fuel directly therein in proportion to the pulse width of signal FPW received from the controller 12 via an electronic driver 68. In this manner, the fuel injector 66 provides what is known as direct injection (hereafter also referred to as “DI”) of fuel into the combustion cylinder 30.

It will be appreciated that in an alternate embodiment, the injector 66 may be a port injector providing fuel into the intake port upstream of the cylinder 30. It will also be appreciated that the cylinder 30 may receive fuel from a plurality of injectors, such as a plurality of port injectors, a plurality of direct injectors, or a combination thereof.

In one example, the engine 10 is a diesel engine that combusts air and diesel fuel through compression ignition. In other non-limiting embodiments, the engine 10 may combust a different fuel including gasoline, biodiesel, or an alcohol containing fuel blend (e.g., gasoline and ethanol or gasoline and methanol) through compression ignition and/or spark ignition.

The intake passage 42 may include a throttle 62 having a throttle plate 64. In this particular example, the position of the throttle plate 64 may be varied by the controller 12 via a signal provided to an electric motor or actuator included with the throttle 62, a configuration that is commonly referred to as electronic throttle control (ETC). In this manner, the throttle 62 may be operated to vary the intake air provided to the combustion chamber 30 among other engine cylinders. The position of the throttle plate 64 may be provided to the controller 12 by throttle position signal TP. The intake passage 42 may include a mass air flow sensor 120 and a manifold air pressure sensor 122 for providing respective signals, MAF and MAP, to the controller 12.

Further, in the disclosed embodiments, an exhaust gas recirculation (EGR) system may route a desired portion of exhaust gas from the exhaust passage 48 to the intake passage 42 via an EGR passage 140. The amount of EGR provided to the intake manifold 44 may be varied by a controller 12 via an EGR valve 142. By introducing exhaust gas to the engine 10, the amount of available oxygen for combustion is decreased, thereby reducing combustion flame temperatures and reducing the formation of NO_(x) for example. As depicted, the EGR system further includes an EGR sensor 144 which may be arranged within the EGR passage 140 and may provide an indication of one or more of pressure, temperature, and concentration of the exhaust gas. Under some conditions, the EGR system may be used to regulate the temperature of the air and fuel mixture within the combustion chamber, thus providing a method of controlling the timing of ignition during some combustion modes. Further, during some conditions, a portion of combustion gases may be retained or trapped in the combustion chamber by controlling exhaust valve timing, such as by controlling a variable valve timing mechanism.

An exhaust system 128 includes an exhaust gas sensor 126 coupled to the exhaust passage 48 upstream of an exhaust gas treatment system 150. The sensor 126 may be any suitable sensor for providing an indication of exhaust gas air/fuel ratio such as a linear oxygen sensor or UEGO (universal or wide-range exhaust gas oxygen), a two-state oxygen sensor or EGO, a HEGO (heated EGO), a NO_(x), HC, or CO sensor. The exhaust gas treatment system 150 is shown arranged along the exhaust passage 48 downstream of the exhaust gas sensor 126.

In the example shown in FIG. 1, the exhaust gas treatment system 150 is a urea based selective catalytic reduction (SCR) system. The SCR system includes at least a reduction catalyst (herein, SCR catalyst 152), a reductant storage tank (herein, urea storage reservoir 154), and a reductant injector (herein, urea injector 156), for example. In other embodiments, the exhaust gas treatment system 150 may additionally or alternatively include other components, such as a particulate filter, lean NO_(x) trap, three way catalyst, various other emission control devices, or combinations thereof. For example, urea injector 156 may be positioned upstream of reduction catalyst 152 and downstream of an oxidation catalyst. In the depicted example, the urea injector 156 provides urea from the urea storage reservoir 154. However, various alternative approaches may be used, such as solid urea pellets that generate an ammonia vapor, which is then injected or metered to the SCR catalyst 152. In still another example, a lean NO_(x) trap may be positioned upstream of the SCR catalyst 152 to generate NH₃ for the SCR catalyst 152, depending on the degree or richness of the air-fuel ratio fed to the lean NO_(x) trap.

The exhaust gas treatment system 150 further includes a tailpipe exhaust gas sensor 158 positioned downstream of the SCR catalyst 152. In the depicted embodiment, tailpipe exhaust gas sensor 158 may be a NO_(x) sensor, for example, for measuring an amount of post-SCR NO_(x) released via the tailpipe of exhaust passage 48. Exhaust gas treatment system 150 may further include a feedgas exhaust gas sensor 160 positioned upstream of the SCR catalyst 152 and downstream of urea injector 156. In the depicted embodiment, the feedgas exhaust gas sensor 160 may also be a NO_(x) sensor, for example, for measuring an amount of pre-SCR NO_(x) received in the exhaust passage for treatment at the SCR catalyst.

In some examples, an efficiency of the SCR system may be determined based on the output of one or more of tailpipe exhaust gas sensor 158 and feedgas exhaust gas sensor 160. For example, the SCR system efficiency may be determined by comparing NO_(x) levels upstream of the SCR catalyst (via sensor 160) with NO_(x) levels downstream of the SCR catalyst (via sensor 158). The efficiency may be further based on the exhaust gas sensor 126 (when the sensor 126 measures NO_(x), for example) positioned upstream of the SCR system. In other examples, exhaust gas sensors 158, 160, and 126 may be any suitable sensor for determining an exhaust gas constituent concentration, such as a UEGO, EGO, HEGO, HC, CO sensor, etc.

The controller 12 is shown in FIG. 1 as a microcomputer, including a microprocessor unit 102, input/output ports 104, an electronic storage medium for executable programs and calibration values shown as a read only memory chip 106 in this particular example, random access memory 108, keep alive memory 110, and a data bus. The controller 12 may be in communication with and, therefore, receive various signals from sensors coupled to the engine 10, in addition to those signals previously discussed, including measurement of inducted mass air flow (MAF) from the mass air flow sensor 120; engine coolant temperature (ECT) from a temperature sensor 112 coupled to a cooling sleeve 114; a profile ignition pickup signal (PIP) from a Hall effect sensor 118 (or other type) coupled to the crankshaft 40; throttle position (TP) from a throttle position sensor; absolute manifold pressure signal, MAP, from the sensor 122; and exhaust constituent concentration from the exhaust gas sensors 126, 160, and 158. An engine speed signal, RPM, may be generated by the controller 12 from signal PIP.

The storage medium read-only memory 106 can be programmed with non-transitory, computer readable data representing instructions executable by the processor 102 for performing the methods described below as well as other variants that are anticipated but not specifically listed. Example methods are described herein with reference to FIGS. 3-5.

As described above, FIG. 1 shows only one cylinder of a multi-cylinder engine, and each cylinder may similarly include its own set of intake/exhaust valves, fuel injector, spark plug, etc.

FIG. 2 shows a detailed embodiment of an exhaust gas after-treatment system 200, such as the exhaust gas treatment system 150 described above with reference to FIG. 1. As shown, the exhaust gas treatment system 200 includes a first catalyst 202, such as a diesel oxidation catalyst, and a second catalyst 204, such as an SCR catalyst, arranged along an exhaust passage 206. In the example of FIG. 2, the second (reduction) catalyst 204 is positioned downstream of the first (oxidation) catalyst 202. The exhaust reductant injector 208 injects a reductant, such as urea or ammonia, into the exhaust stream for reaction with NO_(x) in the second catalyst 204 responsive to signals received from a controller 210.

In the example depicted in FIG. 2, the exhaust reductant injector 208 is supplied with reductant from a reductant storage reservoir 212. The reductant storage reservoir 212 may be a reservoir suitable for holding the reductant throughout a range of temperatures, for example. The reductant is pumped from the reductant storage reservoir 212 via a pump 214. The pump 214 pumps reductant from the reductant storage reservoir 212 and delivers the reductant to the exhaust passage 206 at a higher pressure. As shown, a reductant passage 216 fluidically couples the pump 214 and the reductant injector 208. In some embodiments, reductant that enters the exhaust passage 206 may be mixed into the exhaust stream via a mixer 218.

The exhaust gas treatment system 200 further includes a feedgas NO_(x) sensor 220 disposed downstream of the first catalyst 202, downstream of the reductant injector 208, and upstream of the second catalyst 204. Thus, feedgas exhaust NOx sensor may provide an estimate of NOx levels in exhaust gas entering the SCR catalyst. The exhaust gas treatment system 200 further includes a tailpipe NO_(x) sensor 222 disposed downstream of the second catalyst 204. Thus, tailpipe exhaust NOx sensor may provide an estimate of NOx levels in exhaust gas leaving the SCR catalyst. The feedgas NO_(x) sensor 220 and tailpipe NO_(x) sensor 222 may be used to determine an amount of NO_(x) in the exhaust passage 206, for example, such that reductant dosing may be controlled, at least in part, based on the amount of NO_(x) in the exhaust passage 206. As described in greater detail below with reference to FIG. 5, feedgas NO_(x) sensor 220 degradation may be determined under engine off conditions based on an amount of reductant injected to the exhaust passage 206 after the engine has been shut down to rest. For example, actual output of the feedgas NO_(x) sensor 220 may be compared to an expected output of the feedgas NO_(x) sensor 220, the expected output based on an amount of reductant injected by the exhaust reductant injector 208 into the exhaust passage 206 following an engine shutdown to rest. If there is a discrepancy between the expected valve and the actual output, NOx sensor degradation may be determined.

Further, as described in detail with reference to FIG. 3, the feedgas NO_(x) sensor may be utilized to determine reductant injector 208 degradation. For example, over time the reductant injector 208 may begin to leak, such that a greater than desired amount of reductant enters the exhaust passage 206. As a result, a reductant deposit 224 may form in the exhaust passage 206, for example. Depending on an ambient temperature and an exhaust temperature, which may be measured by temperature sensors 226, 228, and 230, for example, the reductant deposit 224 may sublimate such that reductant vapor may be sensed by the feedgas NO_(x) sensor 220 when NO_(x) is not present in the exhaust passage 206 (e.g., during engine off conditions). Thus, during conditions when the engine is shutdown, the feedgas NOx sensor may be used to estimate reductant levels (e.g., ammonia levels) in the exhaust passage, downstream of the reductant injector and upstream of the SCR catalyst, and infer if reductant deposits have formed. The feedgas NOx sensor output may also be used to estimate a size of the reductant deposit. Based on the size of the deposits (e.g., if they are larger than a threshold size, or larger than an expected size), injector leakage may be identified. As described in greater detail below with reference to FIG. 3, the feedgas NO_(x) sensor 220 may provide an indication of reductant injector 208 degradation. For example, actual output of the feedgas NO_(x) sensor 220 is compared to an expected output of the feedgas NO_(x) sensor 220, the expected output based on an estimated total amount of unreacted reductant stored in the second catalyst 204 and in the exhaust passage 206 during the engine shutdown, an ambient temperature, exhaust flow conditions and exhaust temperature at the engine shutdown.

Thus, the exhaust gas treatment system 200 includes the feedgas NO_(x) sensor 220 which may be utilized to determine an amount of NO_(x) present in the exhaust passage 206 during engine-on conditions and an amount of reductant present in the exhaust passage 206 during engine-off conditions. As will be described below, based on output of the feedgas NO_(x) sensor 220 under the various conditions, feedgas NO_(x) sensor 220 degradation as well as reductant injector 208 degradation may be determined.

As elaborated with reference to FIGS. 3-5, during conditions when the engine is shutdown to rest and the vehicle is off (e.g., during an engine key-off and/or vehicle key-off event, or engine stop event in a keyless system with a stop/start button), the feedgas exhaust NO_(x) sensor can be used to estimate reductant levels in the exhaust volume between the injector and the SCR catalyst. The NO_(x) sensor output can then be used to diagnose the continued presence of reductant deposits as may occur in the presence of injector leakage. For example, urea injector leakage may be diagnosed based on the detection of excess ammonia in the defined space (between the reductant injector and the SCR catalyst). In addition, urea may be actively injected and an output of the feedgas NO_(x) sensor may be monitored to determine the dynamic characteristics of the NOx sensor. In this way, an output of the feedgas NO_(x) sensor generated after an engine key-off condition can be advantageously used to identify injector degradation as well as NO_(x) sensor degradation.

Now turning to FIG. 3, an example routine 300 is shown for diagnosing a reductant injection system based on exhaust NO_(x) levels after an engine is shutdown to rest. Specifically, the routine determines an expected exhaust reductant level and an actual exhaust reductant level during engine off condition following engine shutdown. Based on a difference between the expected and actual reductant levels, exhaust reductant injector degradation may be indicated. For example, if the actual reductant level is greater than the expected level, exhaust reductant injector degradation such as injector leakage may be indicated.

At 302, it is determined if the engine is off and has spun down to rest, such that the engine is not spinning and combustion is not occurring in any cylinders of the engine. As an example, it may be determined that the engine is off if the ignition key is in the engine-off position or if the stop button has been pressed in a keyless system. As other examples, it may be determined that the engine is off if the vehicle in which the engine is positioned is in a vehicle off condition and/or if an exhaust gas flow level is below a threshold flow. If it is determined that the engine is not off, the routine 300 ends.

On the other hand, if it is determined that the engine is off, the routine continues to 304 where an SCR catalyst performance is latched. For example, the control system may determine a health or status of the SCR catalyst based on output from the exhaust NO_(x) sensors. The catalyst efficiency value may be used as a reference for the determination of the validity of the corrective control action to be taken on the next key-on cycle (as elaborated at FIG. 4 at step 408).

At 306, exhaust NO_(x) sensors are kept enabled intrusively. For example, the feedgas NO_(x) sensor (positioned between the oxidation catalyst and the SCR catalyst) and the tailpipe NO_(x) sensor (positioned downstream of the SCR catalyst) remain enabled after the engine is shut down such that they continue to output signals indicating NO_(x) levels in the exhaust passage. As such, the feedgas NOx sensor is maintained enabled even though no further exhaust NOx is expected after the engine is shutdown to rest.

At 308, it is determined if the tailpipe exhaust NO_(x) level, or tailpipe exhaust flow has stabilized. For example, the system may wait until the signal from the tailpipe NO_(x) sensor has stabilized or equilibrated before the routine proceeds. Alternatively, the system may wait until the tailpipe exhaust levels have stabilized and the exhaust flow rate is below a threshold flow rate. If it is determined that the tailpipe exhaust NO_(x) level or exhaust flow is not stabilized, the routine 300 moves to 324 where the system waits for the tailpipe NO_(x) level or exhaust flow to stabilize.

Once the tailpipe NO_(x) level/exhaust flow has stabilized or if it is determined that the tailpipe NO_(x)/flow is stable at 308, the routine 300 continues to 310 where it is determined if the amount or level (e.g., concentration) of feedgas NO_(x) is greater than the amount or level (e.g., concentration) of tailpipe NO_(x). For example, the amount of feedgas NO_(x) and the amount of tailpipe NO_(x) may be determined based on signals from the respective sensors. As such, after engine shutdown, once the tailpipe exhaust flow has stabilized, the output of the feedgas NOx sensor is expected to stabilize and equilibrate with the output of the tailpipe NOx sensor. Also after engine shutdown, when no further exhaust NOx is generated, the feedgas NOx sensor may sense vaporized reductant (e.g., ammonia) remaining in the exhaust passage, in the region between the injector and the SCR catalyst. Therefore, under engine shutdown conditions, once exhaust flow gas stabilized, the feedgas NOx sensor output being higher than the tailpipe NOx sensor output may be indicative of the presence of ammonia deposits in the exhaust passage. If the feedgas NOx amount is less than the amount of tailpipe NO_(x) amount, the routine moves to 326 and waits for the feedgas NOx sensor signal to stabilize. Once the levels have stabilized, the routine may move forward to 312 to check reductant injector degradation based on the feedgas NOx sensor output. In alternate examples, if after a predetermined duration has elapsed, the feedgas NOx sensor signal continues to not show values that are higher than the tailpipe NOx sensor signal, the controller may indicate that the reductant injection system is in good health (not degraded) and may move directly to step 328 of routine 300.

On the other hand, if it is determined that the amount of feedgas NO_(x) is greater than the amount of tailpipe NO_(x), the routine directly proceeds to 312 to diagnose the reductant injector. Specifically, at 312, the expected (e.g., residual) exhaust reductant level is determined. In some examples, the expected reductant level may be an expected ammonia level. For example, based on exhaust flow and temperature conditions, injection conditions, ambient conditions, catalyst conditions, and amount of unreacted reductant stored in the exhaust reduction catalyst, an amount of unreacted exhaust reductant that is expected to remain (or linger) in the exhaust passage between the reductant injector and the SCR catalyst after the engine shutdown is determined. This includes determining an expected size of a reductant deposit in the exhaust passage, a rate of reductant sublimation from the deposit, and a corresponding feedgas NOx sensor output. In one example, the controller may determine an expected feedgas NOx sensor output profile for a duration since the engine shutdown based on the expected size of the ammonia deposit and a rate of natural sublimation of the ammonia deposit (based on the exhaust temperature in the exhaust passage and the ambient temperature at the engine shutdown).

Once the expected exhaust reductant level is determined, the routine 300 continues to 314 where an actual exhaust reductant level is estimated based on feedgas exhaust NO_(x) sensor output and profile. For example, the actual exhaust reductant level is determined based on a signal output from the feedgas exhaust NO_(x) sensor. As such, during engine-off conditions when the exhaust gas flow is substantially zero and NO_(x) is not present in the exhaust passage, the NO_(x) sensor may act as a reductant (e.g., ammonia) sensor, as the NO_(x) sensor may be cross-sensitive to gas phase ammonia which sublimates from urea deposits in the exhaust passage. In one example, the actual exhaust reductant level may be estimated via the feedgas NO_(x) sensor for a duration since the vehicle-off condition to determine an amount of reductant and a rate of reductant sublimation.

At 316 of routine 300, it is determined if the actual exhaust reductant level (determined at 314) is greater than the expected exhaust reductant level (determined at 312). If it is determined that the actual exhaust reductant level is less than the expected exhaust reductant level, the routine moves to 328 where no reductant injector leakage is indicated (e.g., reductant injector leakage is not diagnosed).

On the other hand, if it is determined that the actual exhaust reductant level is greater than the expected exhaust reductant level, the routine continues to 318 where reductant injector degradation is indicated and a diagnostic code is set. Specifically, based on the higher than expected reductant level, the controller infers that a larger than expected reductant deposit is present in the exhaust passage, between the reductant injector and the SCR catalyst, due to reductant injector leakage. As an example, the indication of reductant injector degradation may be an indication of reductant injector leakage.

In one example, the expected exhaust reductant level may be a threshold level, for example. The indication of exhaust reductant injector degradation may be made in response to an output of the feedgas exhaust NO_(x) sensor being higher than the threshold level. Further still, the indication of exhaust reductant injector degradation may be made in response to the output of the feedgas exhaust NOx sensor being higher than the threshold level for longer than a threshold duration, each of the threshold and threshold duration based on the total amount of unreacted reductant (e.g., SCR catalyst ammonia loading at engine shutdown), the ambient temperature, and the exhaust temperature at the engine shutdown, as described above. Thus, if there is more reductant in the exhaust passage, as sensed by the feedgas NOx sensor, and/or if the reductant in the exhaust passage continues to linger for a longer than expected duration, the controller may determine that a larger than expected ammonia deposit has formed in the exhaust passage due to reductant injector leakage.

At 320, a size of the reductant deposit is estimated based on the feedgas NO_(x) sensor output. Since the output of the feedgas NO_(x) sensor corresponds to an amount of reductant in the exhaust passage while NO_(x) is not present in the exhaust passage (e.g., during engine-off conditions), the size of an exhaust passage reductant deposit may be determined based on a reductant level output by the feedgas NO_(x) sensor during the engine-off conditions.

At 322, reductant dosing control is adjusted during the next engine-on condition based on an indication of degradation, which is described in detail with reference to FIG. 4 below. For example, in response to the indication of degradation, reductant dosing may be reduced during a subsequent engine restart from engine rest.

Thus, the feedgas NO_(x) sensor disposed in the exhaust passage upstream of the SCR catalyst may be used to detect exhaust reductant injector degradation. Under conditions in which the engine is off and a NO_(x) level in the exhaust passage is substantially zero, the feedgas NO_(x) sensor may be used to measure a level of reductant (e.g., ammonia from urea deposits) in the exhaust passage. Based on the signal output by the feedgas NO_(x) sensor, reductant injector degradation may be indicated and reductant dosing may be adjusted during subsequent engine restart from rest, as described below with reference to FIG. 4.

FIG. 4 shows a flow chart illustrating an example routine 400 for adjusting reductant dosing control during an engine restart responsive to an indication of injector leakage. Specifically, the routine adjusts an amount of reductant injected to an SCR system based on an indication of exhaust reductant injector leakage determined via the routine described above with reference to FIG. 3. For example, the reductant injector may be controlled to inject less reductant to the SCR system when reductant injector leakage is indicated.

At 402 of the routine 400, it is determined if the engine is on, such that the engine is spinning and combustion may be occurring in any or all of the cylinders of the engine. For example, it may be confirmed that the engine has been started from rest. As another example, it may be determined that the engine is on if the key is in the engine-on position or if the start button has been pressed in a keyless system. As another example, it may be determined that the engine is on if an exhaust gas flow level is above a threshold flow. If it is determined that the engine is off, the routine 400 ends.

On the other hand, if it is determined that the engine is on, the routine 400 proceeds to 404 where it is determined if a reductant injector degradation flag has been set. As an example, the reductant injector degradation flag may be set when the diagnostic code is set at 318 of routine 300. The reductant injector degradation flag provides an indication that the exhaust reductant injector is degraded, for example, and reductant dosing should be adjusted accordingly.

If it is determined that the reductant injector degradation flag has not been set, the routine moves to 420 where a reductant (e.g., urea) dosing control is adapted based on engine operating conditions. For example, the reductant may be injected to the SCR system based on a current exhaust NO_(x) level, ambient temperature, exhaust temperature, and/or the like. In one example, the amount of reductant injected to the exhaust passage is based on an estimated exhaust NO_(x) level relative to a target exhaust NO_(x) level which is based on engine operating conditions.

If, on the other hand, if it is determined that the reductant injector degradation flag has been set, the routine 400 continues to 406 where reductant (e.g., urea) dosing control for reduced injection based on leak indication is adapted. For example, in order to reduce a size of reductant deposits in the exhaust passage, the amount of reductant injected to the SCR system may be reduced by an amount corresponding to the estimated size of the reductant deposit determined at 320 of routine 300. Also since a leaky injector was detected, the urea quantity demanded during regular engine operation may be adaptively reduced to account for the leaky injector. Herein, the dosing control compensates for the presence of extra reductant lingering in the exhaust passage in the form of reductant deposits. In this way, by adapting the reductant dosing control based on the indication of reductant injector leakage, the target exhaust NO_(x) level may be maintained, for example.

At 408 it is determined if there is a drop in SCR catalyst performance. A drop in SCR catalyst performance may be indicated based on an increase in exhaust NO_(x) levels as sensed by the tailpipe NO_(x) sensor and/or a change in other parameter determined at 304 of routine 300.

If it is determined that there is no drop in SCR catalyst performance, the routine 400 proceeds to 410 where leak adaptation of reductant dosing control is maintained. In an alternate example, the routine proceeds to 410 if it is determined that there is an improvement in the SCR catalyst performance relative to the latched value learned earlier (specifically, at step 304 of routine 300). For example, reductant dosing continues to be modified (e.g., decreased) as described at 406 due to the indication of exhaust reductant injector leakage. Next, at 412, it is determined if the engine is off (i.e., the engine is not spinning and combustion is not occurring in any cylinders of the engine). As described above, it may be determined that the engine is off if the key is in the engine-off position or if the stop button has been pressed in a keyless system. If the engine is still on, the routine 400 returns to 410 and leak adaptation of reductant dosing control is maintained. Thus, leak adaptation of reductant dosing control is maintained while the engine is running if there continues to be no drop in SCR catalyst performance.

Turning back to 408, if it is determined that there is a drop in SCR catalyst performance, the routine moves to 422 where reductant dosing control is resumed without leak adaptation. For example, the drop in SCR catalyst performance may be due to an insufficient amount of reductant, thereby resulting in an increase of exhaust NO_(x) detected at the tailpipe NO_(x) sensor. As such, reductant dosing may be returned to an amount corresponding to a target exhaust NO_(x) level without any adjustment for reductant injector leakage. Next, at 424, it is determined if the engine is off, as described above with reference to 412. If the engine is still on, the routine 400 returns to 412 and reductant dosing control without leak adaptation is maintained.

If it is determined that the engine is on (e.g., the engine is spinning and combustion is carried out in one or more cylinders of the engine) at either 412 or 424, the routine 400 moves to 414 where the reductant injection leak detection routine 300 described above with reference to FIG. 3 is performed again.

At 416, it is determined if a leak is detected. Specifically, it is determined if a leak was identified on the second iteration of the reductant injector leak detection. For example, as described above, it may be determined that the reductant injector is leaking if an actual exhaust NO_(x) level is greater than a threshold level based on an expected exhaust NO_(x) level during the engine shutdown conditions following 412. If a reductant injector leak was detected on a first iteration of the leak detection routine (at 300, and as indicated by the flag at 404), and if no leak is detected on the (second) iteration of the leak detection routine (performed at 414), the routine moves to 426 where the system initiates or waits for the SCR catalyst monitor. In one example, this may be an independently performed catalyst performance monitoring routine within the After treatment management and OBD system. Herein, it may be determined that the injector leakage and deposit formation indicated at 404 was transient. In addition, it may be determined that the injector leakage and reductant deposit formation was possibly due to high bandwidth changes in operating conditions and/or other transient disturbance factors that may have resulted in excessive urea injection leading to deposits in the exhaust system at or around key-off

On the other hand, if a leak is detected on each of the first and subsequent iteration of the injector leak diagnostic routine, the routine 400 continues to 418 where alternate leakage detection monitors are initiated, if available. The alternate leakage detection monitors may determine if reductant leakage is occurring via a method other than the method described with reference to FIG. 3. If alternate leakage detection monitors are not initiated, a leakage diagnostic code may be set. For example, in the absence of any alternate, independent injector leakage detection monitoring routines the determination of leakage made under routines 300-400 may be considered adequate to set a leakage flag.

Thus, reductant dosing control may be adjusted based on the indication of exhaust reductant injector leakage. By adjusting the amount of reductant injected to the exhaust passage to compensate for reductant injector leakage, the exhaust passage may receive an amount of reductant closer to a desired amount of desired reductant. As such, the target NO_(x) level in the exhaust passage may be maintained and the formation of reductant deposits may be reduced.

In one example, the engine system is configured to operate in two different modes. During a first mode in which the engine is running and exhaust flow is above a threshold flow, a level of NO_(x) in the exhaust passage (e.g., exhaust NO_(x)) may be estimated based on output of one or more of the feedgas NO_(x) sensor and the tailpipe NO_(x) sensor. During a second mode in which the engine is off and exhaust flow is below the threshold flow, an amount of exhaust ammonia may be estimated based on the output of the feedgas NO_(x) sensor. Further, during the first mode, an amount of urea injected into the exhaust passage may be adjusted based on the estimated exhaust NO_(x) level relative to a target NO_(x) level. During the second mode, urea injector degradation may be indicated based on the estimated exhaust ammonia level relative to an expected ammonia level.

Continuing to FIG. 5, a flow chart illustrating a routine 500 for diagnosing a NO_(x) sensor based on exhaust NO_(x) levels after an engine shutdown to rest is shown. Specifically, the routine controls the injection of reductant into an exhaust passage once exhaust flow through the exhaust passage has stabilized after engine shutdown. Based on actual output from a feedgas exhaust NO_(x) sensor compared to expected output from the feedgas NO_(x) sensor, degradation of the feedgas NO_(x) sensor may be indicated.

At 502, it is determined if the engine is off. As described above, when the engine is off, the engine is not spinning and combustion is not occurring in any cylinders of the engine. As an example, it may be determined that the engine is off if the key is in the engine-off position or if the stop button has been pressed in a keyless system. As other examples, it may be determined that the engine is off following a vehicle shutdown, after an engine shutdown to rest, and/or if an exhaust gas flow level is below a threshold flow. If it is determined that the engine is on (e.g., spinning, combusting, and not off), the routine 500 ends.

On the other hand, if it is determined that the engine is off, the routine continues to 504 where exhaust NO_(x) sensors are kept enabled intrusively. For example, the feedgas NO_(x) sensor and the tailpipe NO_(x) sensor remain on and continue to output exhaust NO_(x) levels after the engine is turned off.

At 506, it is determined if the tailpipe NO_(x) level or tailpipe exhaust flow has stabilized. For example, the system may wait until the signal from the tailpipe NO_(x) sensor has equilibrated or fallen below a threshold level before the routine proceeds. If it is determined that the tailpipe NO_(x) or exhaust flow has not stabilized, the routine 500 moves to 526 where the system waits for the tailpipe NO_(x) or exhaust flow to stabilize.

Once the tailpipe NO_(x)/flow has stabilized, or if it determined that the tailpipe NO_(x)/flow has stabilized at 506, the routine moves to 508 where reductant is injected into the exhaust passage. Specifically, because the NO_(x) sensor may measure ammonia in the absence of NO_(x) (e.g., during engine off conditions), reductant may be injected into the exhaust passage such that the feedgas NO_(x) sensor may measure a corresponding amount of injected reductant and output a corresponding sensor output. Based on the output of the sensor, feedgas NO_(x) sensor degradation may be determined. Further, an amount of reductant injected to the exhaust passage may be based on each of ambient temperature and exhaust temperature. For example, the amount of reductant injected may be increased as the ambient temperature increases and/or the exhaust temperature increases. The amount of reductant injected may be further based on a reductant load of an exhaust reduction catalyst (e.g., the SCR catalyst) at the vehicle-off condition.

In some examples, reductant may be injected as an active single injection of a predefined amount at 510 (based on the various factors described above). In other examples, the reductant may be injected via an injection pulse train with predefined characteristics at 512. As an example, the injection pulse train may have pulse train features including a magnitude and frequency designed to inject a similar total amount of reductant (e.g., urea) as for the single active injection amount adjusted as a function of exhaust temperature (at 510). The pulse train features may be further based on the response time of the feedgas exhaust NOx sensor and the exhaust temperature (at the time of the routine). For example, the frequency (or period) of the pulse may be chosen to reflect an expected 10-90% response time of a healthy NOx sensor plus the urea to ammonia evaporation time of the injected reductant at the given exhaust temperature. In still other examples, the reductant injection may be a pre-existing reductant deposit at 514. Further, in some examples, the reductant injection may be a combination of a single injection, an injection pulse train, and/or a pre-existing reductant deposit.

At 516, an expected exhaust NO_(x) sensor output profile based on the engine exhaust conditions is determined. In one example, the expected NO_(x) sensor output profile may be based on reductant dosing by the exhaust reductant injector prior to the engine shutdown. In another example, the expected NO_(x) sensor output profile may be based on an amount of reductant actively injected by the exhaust reductant injector into the exhaust passage following the engine shutdown to rest (at 508). The expected NOx sensor profile may include an expected NOx sensor output over time, a peak output, an expected peak width, etc.

Once the expected exhaust NO_(x) sensor output profile is determined, the routine 500 proceeds to 518 where the actual exhaust NO_(x) sensor output profile based on feedgas exhaust NO_(x) sensor output is estimated. For example, the actual exhaust NO_(x) sensor output profile is determined based on a signal output from the feedgas exhaust NO_(x) sensor and corresponds to a reductant level in the exhaust passage. During engine off conditions when the exhaust gas flow is substantially zero and NO_(x) is not present in the exhaust passage, the NO_(x) sensor may act as a reductant sensor, as the NO_(x) sensor may be cross-sensitive to reductant injected into the exhaust passage.

At 520, feedgas exhaust NO_(x) sensor dynamic characteristics are updated based on the estimated profile. At 522, it is determined if the actual exhaust NO_(x) sensor output profile (determined at 518) is different than the expected exhaust NO_(x) sensor output profile (determined at 516). In one example, it may be determined if a difference between the actual NO_(x) sensor output profile and the expected NO_(x) sensor output profile is higher than a threshold. If it is determined that the actual profile is substantially similar to the expected profile, the routine 500 moves to 528 where no NOx sensor degradation is indicated, and the routine ends.

On the other hand, if it is determined that the actual profile is different from the expected profile (e.g., greater than the expected profile by more than a threshold difference, or smaller than the expected profile by more than a threshold difference), the routine 500 continues to 524 where NO_(x) sensor degradation is indicated and a diagnostic code is set. In this manner, the system may be informed that the NO_(x) sensor is not outputting a correct indication of exhaust NO_(x) during subsequent engine operating conditions, for example. Additionally, the learned NOx sensor output profile may be used as an input to an alternate dedicated NOx sensor diagnostics routine.

In some embodiments, based on a difference between the expected NOx sensor output and the estimated output, a nature of the degradation may also be indicated. For example, the controller may indicate that a stuck feedgas exhaust NOx sensor condition if the feedgas exhaust NOx sensor does not show any increase in output signal in response to the intrusive urea injection methods.

As another example, the dynamic response time of the feedgas exhaust NOx sensor (such as a 10-90% response or the s3% response) may be established during the rise phase of the signal. If the signal saturates during the rise phase, then the response time may be ascertained during the decay phase. Alternately the reductant injection (e.g., urea) pulse train may be used to determine the same information from the frequency response of the NOx sensor signal in response to the urea pulse.

Thus, exhaust NO_(x) sensor degradation may be determined during engine off conditions. By injecting a known amount of reductant into the exhaust passage upstream of the SCR catalyst, an expected output of the feedgas NO_(x) sensor may be determined. When the actual output of the feedgas NO_(x) sensor differs from the expected output by more than a threshold amount, feedgas NO_(x) sensor degradation is indicated, and NOx sensor characteristics may be dynamically learned and updated. In this way, reliability of a feedgas exhaust NOx sensor output can be improved.

In one example embodiment, the engine system may be operated such that exhaust reductant injector degradation and feedgas NO_(x) sensor degradation may be indicated. For example, during a first engine shutdown to rest, the system may be operated in a first mode to indicate reductant injector degradation based on an output of the NO_(x) sensor. During a second engine shutdown to rest, the system may be operated in a second mode to indicate feedgas NO_(x) sensor degradation based on the output of the NO_(x) sensor. Further, during the first engine shutdown to rest, the system may be operated to indicate reductant injector degradation based on an output of the NO_(x) sensor responsive to the output being higher than a first threshold. The first threshold may be based on exhaust gas flow during the first engine shutdown to rest, for example. During the second engine shutdown to rest, the system may be operated to indicate feedgas NO_(x) sensor degradation based on an output of the NO_(x) sensor responsive to the output being lower than a second threshold. The second threshold may be based on the amount of reductant injected into the exhaust passage, for example.

FIG. 6 shows a graph illustrating an example of urea injector degradation detection. Map 600 depicts the output of a feedgas NOx sensor at curve 602 (solid line) and the output of a tailpipe NOx sensor at curve 604 (dashed line). The curve 602 shows the feedgas NO_(x) signal continues to ramp up for a duration (e.g., approximately 20 seconds in the example of FIG. 6) after the engine is turned off, while the tailpipe NO_(x) signal indicated by the curve 604 remains substantially zero and stable. Because the engine is off and there is no exhaust flow through the exhaust passage (e.g., NO_(x) is not present in the exhaust passage), the indication of increased feedgas NO_(x) may be due to a source of excess reductant detected by the feedgas NO_(x) sensor which is positioned between the oxidation catalyst and the SCR catalyst, for example. As one example, the reductant injector may be leaking or injecting too much reductant into the exhaust passage during engine operation and the increased feedgas NO_(x) signal may be an indication of reductant injector degradation. For example, if the reductant injector leaks, the increased feedgas NO_(x) signal may be due to sublimation of reductant deposits resulting from excess reductant in the exhaust passage between the oxidation catalyst and the SCR catalyst. As such, the increased feedgas NO_(x) signal after engine shutdown is indicative of reductant injector degradation.

FIG. 7 shows an example of NO_(x) sensor degradation detection. Maps 700 and 710 depict reductant dosing at curves 702 and 706 (solid lines), and corresponding feedgas NOx sensor outputs at curves 704 and 708 (dashed lines). In the depicted example, the increased feedgas NO_(x) signal may be due to an intentionally created reductant deposit formed from reductant injection after the engine is turned off. In such an example, feedgas NO_(x) sensor degradation may be indicated if the feedgas NO_(x) signal fails to correspond to an expected feedgas NO_(x) signal corresponding to the amount of reductant injected to the exhaust passage. As described above with reference to FIG. 5, the reductant may be injected via a single injection of a predefined amount or via an injection pulse train. At map 700, curve 702 shows a single injection of reductant while curve 704 shows the corresponding feedgas NO_(x) signal. Herein, the feedgas NOx signal corresponds to an amount less than the injected amount and NO_(x) sensor degradation may be indicated. At map 710, curve 706 shows a reductant injection pulse train, while the curve 708 shows the corresponding feedgas NO_(x) signal output responsive to the reductant injection pulse train. As depicted, the NO_(x) signal corresponds to a higher level of reductant than what is injected to the exhaust passage. Thus, feed gas NO_(x) sensor degradation may be indicated.

Thus, the feedgas NO_(x) sensor positioned in the exhaust passage between the oxidation catalyst and the SCR catalyst may be utilized to indicate reductant injector degradation after engine shutdown (FIG. 6) or the feedgas NO_(x) sensor may be diagnosed after engine shutdown based on reductant injection (FIG. 7).

In this way, the output of a feedgas exhaust NOx sensor can be advantageously used during engine-off conditions to estimate an amount of exhaust reductant present in the exhaust passage. Based on the estimated exhaust reductant level, each of a reductant injector and the feedgas exhaust NOx sensor can be diagnosed. By correlating the detection of elevated reductant levels by the feedgas exhaust NOx sensor during engine off conditions with reductant injector leakage, the health of the reductant injection system can be diagnosed using existing engine components. Likewise, by correlating variations between the output of the feedgas exhaust NOx sensor and a known amount of reductant injection, the health and dynamic characteristics of the exhaust NOx sensor can be reliably assessed. By using the natural sublimation of ammonia in an exhaust passage after an engine shutdown to diagnose the exhaust NO_(x) sensor and the reductant injector, diagnostics can be completed using fewer components. Overall, exhaust emissions are improved.

Note that the example control and estimation routines included herein can be used with various engine and/or vehicle system configurations. The control methods and routines disclosed herein may be stored as executable instructions in non-transitory memory. The specific routines described herein may represent one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various actions, operations, and/or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Likewise, the order of processing is not necessarily required to achieve the features and advantages of the example embodiments described herein, but is provided for ease of illustration and description. One or more of the illustrated actions, operations and/or functions may be repeatedly performed depending on the particular strategy being used. Further, the described actions, operations and/or functions may graphically represent code to be programmed into non-transitory memory of the computer readable storage medium in the engine control system.

It will be appreciated that the configurations and routines disclosed herein are exemplary in nature, and that these specific embodiments are not to be considered in a limiting sense, because numerous variations are possible. For example, the above technology can be applied to V-6, I-4, I-6, V-12, opposed 4, and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations, and other features, functions, and/or properties disclosed herein.

The following claims particularly point out certain combinations and sub-combinations regarded as novel and non-obvious. These claims may refer to “an” element or “a first” element or the equivalent thereof. Such claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and/or properties may be claimed through amendment of the present claims or through presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, also are regarded as included within the subject matter of the present disclosure. 

1. A method for controlling an engine via an electronic controller, comprising: shutting down the engine to rest and not spinning; generating an output from a feedgas exhaust NO_(x) sensor coupled to an exhaust passage upstream of an exhaust reduction catalyst; and indicating degradation of an exhaust reductant injector based on the output of the feedgas exhaust NO_(x) sensor.
 2. The method of claim 1, wherein indicating degradation of the exhaust reductant injector includes indicating exhaust reductant injector leakage.
 3. The method of claim 2, wherein each of the exhaust NO_(x) sensor and the reductant injector are coupled to the exhaust passage downstream of an oxidation catalyst and upstream of the reduction catalyst, the reductant injector coupled upstream of the NO_(x) sensor.
 4. The method of claim 3, wherein the reduction catalyst includes an SCR catalyst and wherein a reductant injected by the injector includes one of urea and ammonia.
 5. The method of claim 4, wherein indicating following shutting down the engine to rest includes indicating following a vehicle off condition, and while an exhaust gas flow level is below a threshold flow.
 6. The method of claim 5, further comprising estimating a total amount of unreacted reductant stored on the SCR catalyst and in the exhaust passage during shutting down the engine based on an ambient temperature and an exhaust temperature at shutting down the engine.
 7. The method of claim 6, wherein indicating based on the output includes indicating injector degradation in response to an output of the NO_(x) sensor being higher than a threshold, the threshold based on the total amount of unreacted reductant.
 8. The method of claim 6, wherein indicating based on the output includes indicating injector degradation in response to an output of the NO_(x) sensor being higher than a threshold for longer than a threshold duration, each of the threshold and the threshold duration based on the total amount of unreacted reductant, the ambient temperature, and the exhaust temperature at shutting down the engine.
 9. The method of claim 1, wherein indicating degradation includes setting a diagnostic code.
 10. The method of claim 1, further comprising, in response to the indication of degradation, reducing reductant dosing during a subsequent engine restart.
 11. An engine method implemented via an electronic controller, comprising: shutting down the engine; during a vehicle-off condition, when an engine is at rest and not spinning, generating an output from a feedgas exhaust NO_(x) sensor coupled to an exhaust passage upstream of an exhaust reduction catalyst; estimating an exhaust reductant level via the output of the feedgas exhaust NO_(x) sensor; and indicating reductant injector leakage in response to the estimated reductant level being higher than an expected reductant level.
 12. The method of claim 11, wherein the expected reductant level is based on each of an ambient temperature, an exhaust temperature, and an amount of reductant stored in the exhaust reduction catalyst.
 13. The method of claim 12, wherein each of the exhaust NO_(x) sensor and the reductant injector are coupled to the exhaust passage of the engine, upstream of the reduction catalyst, the reductant injector positioned downstream of the NO_(x) sensor.
 14. The method of claim 13, wherein the reduction catalyst is an SCR catalyst, wherein the reductant injector is a urea injector, and wherein the estimated reductant level includes an estimated ammonia level.
 15. The method of claim 14, further comprising, in response to the expected reductant level being lower than a threshold level, not diagnosing reductant injector leakage.
 16. The method of claim 11, wherein the estimating includes estimating the exhaust reductant level via the exhaust NO_(x) sensor for a duration since the vehicle-off condition, and wherein the indicating includes indicating reductant injector leakage in response to the estimated reductant level being higher than the expected reductant level for the duration.
 17. An engine system, comprising: an engine; a urea injector configured to inject urea to an exhaust passage, upstream of an SCR catalyst; a NO_(x) sensor coupled to the exhaust passage upstream of the urea injector and upstream of the SCR catalyst; and a controller configured with computer readable instructions for: operating in a first mode during a vehicle running condition, where exhaust flow is above a threshold, to estimate exhaust NO_(x) based on an output of the NO_(x) sensor; and operating in a second mode during a vehicle shutdown condition, where exhaust flow is below the threshold and the engine is at rest and not spinning, to estimate exhaust ammonia based on the output of the NO_(x) sensor.
 18. The system of claim 17, further comprising, during the first mode, adjusting an amount of urea injected into the exhaust passage based on the estimated exhaust NO_(x) relative to a target NO_(x), and during the second mode, indicating urea injector degradation based on the estimated exhaust ammonia relative to an expected ammonia.
 19. The system of claim 18, wherein the controller includes further instructions for, during the second mode, calculating the expected ammonia based on ambient temperature, exhaust temperature, and SCR catalyst ammonia loading at vehicle shutdown, and during the first mode, calculating the target NO_(x) based on engine operating conditions.
 20. The system of claim 19, wherein the controller includes further instructions for: setting a diagnostic code to indicate urea injector degradation; estimating a size of urea deposited in the exhaust passage based on the output of the NO_(x) sensor; and during a subsequent engine restart from rest, reducing urea dosing upstream of the SCR catalyst based on the estimated size of the urea deposit. 